RU2531540C2 - Drive for hybrid transport facility - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to device that drives hybrid transport facility. Proposed drive system comprises ICE, motor, set of storage batteries and transmission. The latter comprises two drive shafts, two gearboxes and two timing units. When carrier is driven by second gear selection by second timing unit, pre-shifting to first gear is performed by first timing unit. Gearshift chart has the lines of up and down gears. Note here that said lines have pre-shifting to next gear before up and down shifting.

EFFECT: better mobility and efficient regeneration.

10 cl, 17 dwg

Description

Technical field

The present invention relates to a drive system of a hybrid vehicle.

State of the art

Typically, hybrid vehicles are driven by driving an electric motor and / or internal combustion engine as a drive device and can be implemented in various drive modes, including an electric vehicle (EV) drive mode, in which a vehicle is driven only by electric motor power, and an engine drive mode in which a vehicle is driven only by the power of an internal combustion engine.

In Patent Literature 1, as shown in FIG. 17, the drive system of the vehicle 200 includes drive shafts 203, 204, which are connected, respectively, to the clutch C1, C2 so that they are supplied with the output torque of the power source 201, the driven shafts 205, 206, which issue their the output torque to the driven member 212, and the switching mechanisms S1-S4 that selectively set the transmission mode between the drive shafts 203, 204 and the driven shafts 205, 206. The drive system of the vehicle 200 further includes a double transmission the clutch for controlling the clutch C1, C2 and the switching mechanisms S1-S4 to establish through this many switching positions. The driven shaft 206, which is one of the driven shafts, is connected to an electric motor 217 for power transmission.

When automatically shifting gears using a dual-clutch transmission when shifting to a higher gear, for example, from a first gear to a second gear, a second gear S2 for transmitting power from the first drive shaft 203 to the first output shaft 205 through the gear pair of the second gear 209 pre-triggered to switch (pre-switch). Then, the second clutch C2, which is engaged in the first gear, is disengaged, and the first clutch C1 is engaged, as a result of which the second gear is established.

Patent Literature

Patent Literature 1: JP 2009-154610 A

The problem to which the invention is directed

In a drive system of a hybrid vehicle, it is desirable to minimize the impact load, minimizing loss of torque when shifting gears. However, in Patent Literature 1 this is not mentioned. In particular, also in a hybrid vehicle in which electric motor power is transmitted to the driven shaft only via a gear shift mechanism that is provided on one of the two drive shafts, it is desirable that the shock load in the gearbox be reduced. In addition, in the drive system of a hybrid vehicle, it is important that the energy that is generated by regeneration is used to power the electric motor, and it is desirable that a more efficient regeneration is implemented in the electric motor.

This invention is made taking into account the circumstances described above, and its task is to create a hybrid vehicle drive system that can provide good maneuverability with the help of an electric motor and which can realize more efficient regeneration.

Means of solving the problem

To solve this problem, in paragraph 1, a hybrid vehicle drive system is defined, containing:

an internal combustion engine (e.g., engine 6 in an embodiment);

an electric motor (e.g., motor 7 in an embodiment);

a battery pack (e.g., battery 3 in an embodiment) that supplies electrical energy to an electric motor; and

a transmission mechanism (e.g., transmission 20 in an embodiment) comprising

a first drive shaft (for example, a first input shaft 11 in an embodiment) that is connected to an electric motor and which selectively connects to an internal combustion engine through a first engagement / disengagement unit (for example, a first clutch 41 in an embodiment),

a second drive shaft (for example, a second input shaft 12 in the embodiment), which is selectively connected to the internal combustion engine through a second engagement / disengagement unit (for example, a second clutch 42 in the embodiment),

a first gear shift mechanism (for example, a planetary gear mechanism 30, a gear pair of a third gear 23, a gear pair of a fifth gear 25 in an embodiment) that can adjust a plurality of levels of the first gear on the torque transmission path between the first drive shaft and the driven part,

a second gear shift mechanism (for example, a gear pair of a second gear 22, a gear pair of a fourth gear 24 in an embodiment) that can adjust a plurality of levels of a second gear on a torque transmission path between the second drive shaft and the driven part,

a first synchronization unit (for example, a lock mechanism 61, a first gear shift 51 in an embodiment) that shifts the first gear shift mechanism so as to select any one of the first gear levels, and

a second synchronization unit (for example, a second gear selector 52 in an embodiment) that switches the second gear shift mechanism so as to select any of the second gear levels

however, in cases where the vehicle is driven by selecting a predetermined second gear level by the second synchronization unit, preliminary switching to the first gear level, which is lower than the predetermined second gear level, is performed by the first synchronization unit.

In clause 2, based on clause 1, a system is defined in which, if the electric motor exceeds the permissible speed, the electric motor is in a high temperature state or the battery is in a cryogenic temperature state, in cases where the vehicle is driven by selecting a predetermined second gear level by the second synchronization unit, preliminary switching to the first gear level, which is higher than the predetermined second gear level, is performed by the first synchronization unit.

In clause 3, based on clause 2, a system is defined in which, if the battery is in a state of cryogenic temperature, when the gear is reduced from a given level of the second gear, the first gearing / disengaging unit is put into sliding gearing to coordinate the rotation speed of the electric motor with the speed rotation of the internal combustion engine, after which, when the first gear / disengagement unit is disengaged, the level of the first gear, which is one gear lower, is selected by the first synchronization unit, after which the drive tsya effect a first engagement assembly / disengagement.

In clause 4, based on claim 1, a system is defined in which, in cases where the vehicle is set in motion by selecting a predetermined level of the first gear by the first synchronization unit, if the gear is reduced to the level of the first gear, which is two gears lower, due to the significant increase in the hole by the accelerator pedal, both the first gearing / disengaging unit and the second are actuated by introducing both of these units into the sliding engagement, the first gearshift mechanism continuously switches from a given level of the first gear to the level of the first gear, which is two gears lower, through the level of the second gear, which is one gear lower, in its inertia phase.

In clause 5, on the basis of clause 1, a system is defined in which there is a gear up line and a gear down line on the switch map, which are set individually with an offset relative to the lower torque line of the specific fuel consumption when testing the engine on the brake stand (BSFC), lower part of which traces the BSFC of the internal combustion engine for each transmission level, while the transmission upshift line and the gearshift line - each separately - have a pre-shift line for eniya pre-shift to the level immediately before the next transmission lines crossing the upshift and downshift lines.

In clause 6, on the basis of clause 5, a system is defined in which the switching map shifts the gear up line, gear down line and pre-shift line to the high torque side in accordance with the torque of the electric motor that is available to assist.

In clause 7, on the basis of clause 5, a system is defined in which the shift map shifts the gear up line, gear down line and preliminary shift line to the high torque side or to the low torque side in accordance with the maximum output torque of the internal combustion engine.

In clause 8, based on claim 1, a system is defined in which the preliminary switching to the level of the first gear, which is one gear lower than the level of the second gear, by means of the synchronization unit is carried out by

holding the first gear level, which is one gear lower, while increasing the gear by a predetermined second gear level from the first gear level, which is one gear lower, and

inclusion of the level of the first gear, which is one gear lower, when the gear is reduced to a predetermined second gear level from the level of the first gear, which is one gear higher.

In claim 9, based on claim 1, a system is defined in which, if the power on the output shaft of the internal combustion engine exceeds the lower torque line BSFC of the internal combustion engine,

in cases where a preliminary shift is made to the level of the first gear, which is one gear lower than the specified level of the second gear, or when the downshift is activated to an extremely low gear, the electric motor assists, and

in cases where preliminary switching is not carried out, the promotion of an electric motor is prohibited.

In clause 10, on the basis of clause 1, a system is defined in which, if the preliminary shift to the first gear level is carried out by the first gear shift mechanism, in cases where the vehicle is driven by selecting a predetermined second gear level, power which is transmitted to the internal combustion engine through the second engagement / disengaging unit, can be absorbed by regeneration of the electric motor.

In clause 11, based on clause 1, a system is defined in which the downshift line of the switching card is set at the level of the lower BSFC torque line, with the exception of the state in which the throttle valve is fully open, and in which when the vehicle is driven by selecting the specified level of the second gear in cases where the reduction of the gear to the level of the first gear, which is one gear lower, is carried out due to the increase in the hole by the accelerator pedal from the state in which the level of the first gear gear, which is one gear higher, is pre-installed, the internal combustion engine maintains power on the output shaft along the bottom line of the BSFC torque, gear shifting is carried out in cases where the electric motor torque becomes 0 Nm, while the excess torque is absorbed by regeneration electric motor from the moment of time when the phase of inertia is completed.

Advantage of the invention

In accordance with paragraphs 1 and 8-10, even in a hybrid vehicle in which the electric motor power is transmitted to the driven part only through the first gear shift mechanism, which is provided on the first drive shaft, in cases where the vehicle is driven by selection a predetermined level of the second gear, by first switching to a level of the first gear, which is lower than a predetermined level of the second gear, good maneuverability can be achieved with the assistance of electric a. In addition, more efficient regeneration can be implemented.

In accordance with paragraph 2, the electric motor is able to effectively facilitate by performing a preliminary switch in accordance with the mode of the electric motor and the battery, which ensures good maneuverability.

In accordance with paragraph 3, in cases where the battery is in a state of cryogenic temperature, downshifting from a given level of the second gear can be carried out without any shock load switching.

In accordance with paragraph 4, the inclusion of a reduced gear from a predetermined level of the first gear to the level of the first gear, which is two gears lower, can take place within a short time interval.

In accordance with paragraph 5, preliminary switching can be carried out by using a switching map.

According to claim 6, the internal combustion engine can be used in higher gears for a long time, thereby providing good fuel economy with a reduction in jerks when shifting gears.

In accordance with clause 7, in cases where the maximum output torque of the engine is reduced due to driving on hilly terrain, the vehicle can be driven in lower gears for a long period of time due to the shift of the transmission upshift line and the pre-shift line to side of low torque, thereby achieving the required torque.

In accordance with paragraph 11, in cases where the reduction of the gear from a state in which the level of the first gear, which is one gear higher, is preliminarily switched to the level of the first gear, which is one gear lower, due to the increase in the hole by the accelerator pedal, while putting the vehicle in motion by selecting a predetermined level of the second gear, the shock load when shifting can be reduced and downshifting can be carried out effectively.

Brief Description of the Drawings

FIG. 1 is a sectional view of an example drive system of a hybrid vehicle according to the invention;

FIG. 2 is a schematic view of the drive system of the hybrid vehicle of FIG. one;

FIG. 3 is a schematic view of a control unit of a drive system of a hybrid vehicle of FIG. one;

FIG. 4 - control card;

FIG. 5 - switching map;

FIG. 6 - enlarged view of a switching map;

FIG. 7 is an illustration of a shift of the switching lines;

FIG. 8 is a state change when a downshift is effected from motion in a fourth gear, in which a preliminary shift to a third gear is carried out;

FIG. 9 is a state change when a downshift is made from motion in a fourth gear, in which a preliminary shift to fifth gear is performed;

FIG. 10A is a case in which a downshift time while providing assistance to the motor is set at a time when a recession is detected;

FIG. 10B is a case in which a downshift time while providing assistance to the motor is set at a point in time when the engine cannot contribute to providing the required driving force;

FIG. 11 shows a change in state when the upshift is made from movement in fourth gear, in which a preliminary shift to third gear is carried out, to motion in fifth gear;

FIG. 12 is a state change when a downshift is effected from motion in a second gear, in which the battery is in a cryogenic temperature state, into motion in a first gear;

FIG. 13 is a state change when a downshift is carried out from a state in which a pre-shift to fifth gear is carried out in fourth gear while in third gear;

FIG. 14 is a state change when a downshift is engaged from movement in fifth gear to movement in third gear;

FIG. 15 is a control algorithm for preliminary switching to an odd gear;

FIG. 16 is a schematic view of a drive system in accordance with a modified example of the invention; and

FIG. 17 is a schematic view of a vehicle drive system according to Patent Literature 1.

The method of carrying out the invention

An embodiment of a hybrid vehicle drive system in which the control unit of the present invention can be installed is described below with reference to the drawings.

The hybrid vehicle drive system (vehicle drive system) 1 of this embodiment is designed to drive drive wheels DW, DW (driven parts) of a vehicle (not shown) through its drive shafts 9, 9, as shown in FIG. 1 and 2, and contains an internal combustion engine (engine) 6, which is a drive device, an electric motor (motor) 7 and a transmission 20 for transmitting power to the driving wheels DW, DW.

The engine 6 is, for example, a gasoline engine or a diesel engine, with a first clutch 41 (first engaging / disengaging unit) and a second clutch 42 (second engaging / disengaging unit) of the transmission 20 on the crankshaft 6a of this engine 6.

The motor 7 is a three-phase brushless DC motor and has a stator 71, which contains 3n anchors 71a, and a rotor 72, which is located so that it faces the stator 71. Each of the anchors 71a contains an iron core 71b and a coil 71c wound around iron core 71b, which are mounted on a casing (not shown) so that they are parallel to the axis of rotation at substantially equal intervals along the circumference. 3n coils 71c leave n sets of coils of three phases: phase U, phase V and phase W.

In the rotor 72 there is an iron core 72a and n permanent magnets 72b that are parallel to the axis of rotation at substantially equal intervals, while any two permanent magnets 72b located next to each other have different polarities. The mounting unit 72c, which secures the iron core 72a, is a hollow cylindrical element made of soft magnetic material, is located on the outer cylindrical surface of the ring gear 35 of the planetary gear mechanism 30, which is described below, and is connected to the sun gear 32 of the planetary gear mechanism 30. When this rotor 72 rotates with the sun gear 32 of the planetary gear mechanism 30.

In the planetary gear mechanism 30 there is a sun gear 32, a gear ring 35, which is arranged concentrically with respect to the sun gear 32 and which is positioned in such a way that it surrounds the periphery of the sun gear 32, planetary gear gear 34, which engage with the sun gear 32 and the gear ring 35, and carrier 36, which supports the gears of the planetary gear 34, allowing them to rotate on their own axes and “go around” around the sun gear 32. Moreover, the sun gear 32, the ring gear 35 and The pitch 36 differentially rotates relative to each other.

The locking mechanism 61 (the first synchronization block), in which there is a synchronization mechanism (synchronizer mechanism) and which is arranged to stop (blocking) the rotation of the ring gear 35, is provided on the ring gear 35. In the blocking mechanism 61, a friction clutch unit consisting of stopper and clutch.

Transmission 20 is a so-called dual-clutch transmission, which comprises a first clutch 41 and a second clutch 42 as described above, a planetary gear mechanism 30, and a plurality of gear units, which are described below.

In particular, the transmission 20 comprises a first input shaft 11 (first drive shaft), which is coaxial with the crankshaft 6a of the engine 6 (with an axis of rotation A1), a second input shaft 12 (second drive shaft), a connecting shaft 13, a control shaft 14 (driven shaft), which can rotate around the axis of rotation B1, parallel to the axis of rotation A1, the first intermediate shaft 15, which can rotate around the axis of rotation C1, parallel to the axis of rotation A1, the second intermediate shaft 16, which can rotate around the axis of rotation D1, is located which is parallel to the axis of rotation A1, and the reverse shaft 17, which can rotate around the axis of rotation E1, parallel to the axis of rotation A1.

A first clutch 41 is provided at the end of the first input shaft 11 facing the engine 6, while the sun gear 32 of the planetary gear mechanism 30 and the rotor 72 of the motor 7 are mounted on the opposite end of the first input shaft 11 at the end facing the engine 6. Therefore , the first input shaft 11 selectively connects to the crankshaft 6a of the engine 6 via the first clutch 41 and connects directly to the motor 7 so that the power of the engine 6 and / or motor 7 is transmitted to the spe- gear 32.

The second input shaft 12 is shorter than the first input shaft 11 and hollow and rotates freely relative to the first input shaft 11 so that it covers the periphery of the part of the first input shaft 11, which is closer to the engine 6. In addition, a second clutch 41 is provided at the end the second primary shaft 12 facing the engine 6, and the spurious drive gear 27a is installed as an integral part on the second primary shaft 12 at the opposite end relative to the end facing the engine 6. Therefore , the second input shaft 12 selectively connects to the crankshaft 6a of the engine 6 by means of the second clutch 42 so that the power of the engine 6 is transmitted to the spurious drive gear 27a.

The connecting shaft 13 is made shorter than the first input shaft 11, and hollow and freely rotates relative to the first input shaft 11 so that it covers the periphery of the part of the first input shaft 11, which is opposite to the engine 6. In addition, the drive gear of the third gear 23a is set as an integral part on the connecting shaft 13 at the end facing the engine 6, and the carrier 36 of the planetary gear mechanism 30 is installed as an integral part on the connecting shaft 13 at the end that opposes the end facing motor 6. Therefore, by the rotation of the gear 34 of the planetary gear carrier 36 and drive gear third gear 23a installed on the connecting shaft 13 are rotated together.

In addition, on the first input shaft 11 between the third gear drive gear 23a mounted on the connecting shaft 13 and the spurious drive gear 27a mounted on the second input shaft 12, a fifth gear drive gear 25a that rotates relative to the first input shaft 11 is provided, and the driven reverse gear 28b, which rotates together with the first input shaft 11. In addition, the first gear selector (first synchronization unit) 51, which connects the first input shaft 11 to the drive gear of the third gear soap has a pinion gear 23a or 25a and the fifth gear disengages them, provided between the third speed drive gear 23a and the fifth gear pinion 25a. In addition, in cases where the first gear shifter 51 is engaged into the third gear position, the first input shaft 11 and the third gear drive gear 23a are connected to each other for joint rotation, and in cases where the first gear shifter 51 is inserted in engagement in the fifth gear position, the first input shaft 11 and the fifth gear drive gear 25a rotate together. In addition, in cases where the first gear selector 51 is in the neutral position, the first input shaft 11 rotates relative to the third gear drive gear 23a and the fifth gear drive gear 25a. In addition, in cases where the first input shaft 11 and the drive gear of the third gear 23a rotate together, the sun gear 32, which is mounted on the first input shaft 11, and the carrier 36, which is connected to the drive gear of the third gear 23a using the connecting shaft 13 rotate together, and the ring gear 35 also rotates together, as a result of which the planetary gear mechanism 30 is made as a unit. In cases where the specified planetary gear mechanism 30 rotates as a whole, the movement is in third gear, which is described below. In addition, in cases where the first gear shifter 51 is in the neutral position and the lock mechanism 61 is engaged in the first gear position, the ring gear 35 is locked and the rotation of the sun gear 32 is transmitted to the carrier 36 at its reduced rotation speed. In this case, movement is carried out in first gear, which is described below.

The first spurious driven gear 27b, which is adapted to engage with the spurious drive gear 27a mounted on the second input shaft 12, is mounted on the first intermediate shaft 15.

A second spurious driven gear 27c, which is adapted to engage with the first spurious driven gear 27b mounted on the first intermediate shaft 15, is mounted on the second intermediate shaft 16. The second spurious driven gear 27c constitutes the first spurious gear block 27A together with the spurious driving gear 27a and first spurious driven gear 27b, which were described above. In addition, the second gear drive gear of the second gear 22a and the fourth gear drive gear 24a, which are rotatable relative to the second intermediate shaft 16, are provided on the second intermediate shaft 16 in such positions that the second gear drive gear 22a and the fourth gear drive gear 24a are facing, respectively, to the drive gear of the third gear 23a and the drive gear of the fifth gear 25a, which are provided around the first input shaft 11. In addition, the second gear switch 52 (second synchronization lock), which is arranged to connect the second intermediate shaft 16 to the second gear drive gear 22a or to the fourth gear drive gear 24a or to disengage the shaft and pinion gear, is provided between the second gear drive gear 22a and the fourth gear drive gear 24a on the second intermediate shaft 16 Further, in cases where the second gear selector 52 is engaged into the second gear position, the second intermediate shaft 16 and the drive gear of the second gear 22a bp schayutsya together, and when the second switch gear 52 is engaged to the start position of the fourth transfer, the second intermediate shaft 16 and the driving gear 24a of the fourth gear rotate together. In addition, in cases where the second gear selector 52 is in the neutral position, the second countershaft 16 rotates relative to the pinion gear of the second gear 22a and the pinion gear of the fourth gear 24a.

The first common driven gear 23b, the second common driven gear 24b, the parking gear 21 and the gear 26a are installed as a unit on the gear 14 sequentially in this order from the opposite end of the gear 14 to the end facing the engine 6.

In this case, the first common driven gear 23b engages with the drive gear of the third gear 23a, which is mounted on the connecting shaft 13, thereby constituting a gear pair of the third gear 23 together with the drive gear of the third gear 23a, and engages with the drive gear of the second gear 22a, which is mounted on the second intermediate shaft 16, thereby making up a gear pair of the second gear 22 together with the drive gear of the second gear 22a.

The second common driven gear 24b engages with the fifth gear drive gear 25a, which is provided on the first input shaft 11, thereby forming a fifth gear gear pair 25 together with the fifth gear drive gear 25a, and engages with the fourth gear drive gear 24a, which is mounted in the second countershaft 16, thereby making up the gear pair of the fourth gear 24 together with the fourth gear gear 24a.

The gearbox 26a is coupled to the gear of the semi-axial gear 8, and the gear of the gear shaft 8 is connected to the drive wheels DW, DW through the drive shafts 9, 9. Therefore, the power transmitted to the control shaft 14 is supplied from the gear 26a to the drive wheels DW, DW through the gear of the gear shaft 8 and drive shafts 9, 9.

The third spurious driven gear 27d, which is adapted to engage with the first spurious driven gear 27b mounted on the first intermediate shaft 15, is mounted integrally on the reverse shaft 17. The third spurious driven gear 27d constitutes the second spurious gear unit 27B together with the spurious drive gear 27a and a first spurious driven gear 27b, as described above. In addition, the reverse gear 28a, which is adapted to engage with the driven reverse gear 28b mounted on the first input shaft 11, is provided on the reverse shaft 17 so that it rotates relative to the reverse shaft 17. The reverse gear 28a constitutes a block of reverse gears 28 together with a driven reverse gear 28b. Further, the reverse gear engaging mechanism 53, configured to connect the reverse gear shaft 17 to the reverse gear 28a or to disengage the shaft and pinion gear, is provided on the opposite side of the reverse gear 28a relative to the side facing the engine 6. Moreover, in those when the reverse gear 53 is engaged into the reverse gear, the reverse shaft 17 and the reverse gear 28a rotate together, and in cases where the reverse gear of stroke 53 is in the neutral position, the shaft 17 and the reverse drive gear 28a rotates reverse to each other.

The first gear selector 51, the second gear selector 52 and the reverse gear 53 use a clutch mechanism having a synchronization mechanism (synchronizer mechanism), which ensures that the shaft and gear rotational speeds are connected to each other.

In the transmission 20, the first input shaft 11 and the second intermediate shaft 16 function as two transmission shafts. On the first input shaft 11, an odd gear block (a first gear block) is provided, which consists of a third gear drive gear 23a and a fifth gear drive gear 25a. On the second input shaft 12, an even gear block (second gear block) is provided, which consists of a second gear drive gear 22a and a fourth gear drive gear 24a.

According to the above configuration, the vehicle drive system 1 of this embodiment has the following first to fifth torque transmission paths.

(1) In the first torque transmission path, the crankshaft 6a of the engine 6 is connected to the drive wheels DW, DW through the first input shaft 11, the planetary gear mechanism 30, the connecting shaft 13, the gear pair of the third gear 23 (the third gear gear 23a, the first common driven gear 23b), camshaft 14, gearbox 26a, semi-axial gear mechanism 8 and drive shafts 9, 9. In this case, the engine torque corresponding to the first gear is set by the gear ratio of the planetary gear mechanism 30. In particular, Institution gear ratio of the planetary gear mechanism 30 and the gear ratio of the third transmission gear pair 23 corresponds to third gear.

(2) In the second torque transmission path, the crankshaft 6a of the engine 6 is connected to the driving wheels DW, DW through the second input shaft 12, the first spurious gear block 27A (the spurious drive gear 27a, the first spurious driven gear 27b, the second spurious driven gear 27c) , the second intermediate shaft 16, the gear pair of the second gear 22 (the driving gear of the second gear 22a, the first common driven gear 23b) or the gear pair of the fourth gear 24 (the driving gear of the fourth gear 24a, the second common driven gear 24b), camshaft 14, re uktor 26a side gear mechanism 8 and the drive shafts 9, 9.

(3) In the third torque transmission path, the crankshaft 6a of the engine 6 is connected to the driving wheels DW, DW through the first input shaft 11, the gear pair of the third gear 23 (the third gear drive gear 23a, the first common driven gear 23b) or the fifth gear gear pair 25 (fifth gear drive gear 25a, second common driven gear 24b), camshaft 14, gearbox 26a, gear shaft mechanism 8 and drive shafts 9, 9 without the participation of the planetary gear mechanism 30.

(4) In the fourth torque transmission path, the motor 7 is connected to the drive wheels DW, DW through a planetary gear mechanism 30 or a gear pair of a third gear 23 (a third gear drive gear 23a, a first common driven gear 23b) or a fifth gear gear pair 25 (drive fifth gear gear 25a, second common driven gear 24b), countershaft 14, gearbox 26a, gear shaft mechanism 8 and drive shafts 9, 9.

(5) In the fifth torque transmission path, the crankshaft 6a of the engine 6 is connected to the driving wheels DW, DW through a second input shaft 12, a second spurious gear block 27B (a spurious drive gear 27a, a first spurious driven gear 27b, a third spurious driven gear 27d) , reverse shaft 17, block of reverse gears 28 (reverse gear 28a, driven rear gear 28b), planetary gear mechanism 30, connecting shaft 13, third gear pair 23 (third gear 23a, first common driven gearwheel 23b), the camshaft 14, the gearbox 26a, the gear of the semi-axial gear 8 and the drive shafts 9, 9.

The drive system of the vehicle 1 can realize the movement of the first to fifth gears and the reverse gear using the engine 6 by controlling the engagement and disengagement of the locking mechanism 61 and the first and second clutch clutches 41, 42 and controlling the engaging positions of the first gear switch 51, the second switch 52 gears and reverse gear 53.

When driving in first gear, the first clutch 41 is engaged and the locking mechanism 61 is engaged, with the driving force being transmitted to the driving wheels DW, DW along the first torque transmission path. When driving in second gear, the second clutch 42 is actuated, and the second gear selector 52 is engaged into the second gear position, with the driving force being transmitted to the drive wheels DW, DW along the second torque transmission path. When driving in third gear, the first clutch 41 is actuated, and the first gear shifter 51 is engaged to the third gear position, with the driving force being transmitted to the drive wheels DW, DW along the third torque transmission path.

In addition, when moving in fourth gear, the second clutch 42 is actuated, and the second gear switch 52 is engaged into the fourth gear position, with the driving force being transmitted to the drive wheels DW, DW along the second torque transmission path, and when In fifth gear, the first clutch 41 is actuated, and the first gear shifter 51 is engaged in the fifth gear position, with the driving force being transmitted to the drive wheels DW, DW along a third path giving of a torque. In addition, the second clutch clutch 42 is actuated, and the reverse gear 53 is engaged, while reversing is implemented along the fifth torque transmission path.

In addition, by appropriately engaging the lock mechanism 61 of either the first or second gear selector 51, 52 for pre-shifting while the vehicle is in motion, the motor 7 is able to assist in the movement of the vehicle or in performing regeneration. In addition, in cases where the engine is idling, the motor 7 is able to start the engine 6, or the battery 3 can be charged. In addition, by disengaging the first and second clutches 41, 42 of the clutch by the motor 7, it is possible to move in an electric vehicle (EV) mode. As the EV modes, there is an EV mode in first gear, in which the first and second clutch clutches 41, 42 are disengaged, and the locking mechanism 61 is engaged, while the vehicle is able to drive in the fourth torque transmission path, the EV mode in third gear in which the first gear shift 51 is engaged into the third gear position, wherein the vehicle is able to drive in the fourth torque transmission path, and the EV mode in fifth gear, in which with a torus, the first gear switch 51 is engaged into the fifth gear position, wherein the vehicle is able to drive through the fourth torque transmission path.

As shown in FIG. 3, the motor 7 is connected to a power drive (PDU) 2, which controls its operation, while the PDU 2 is connected to a battery 3, which supplies electric energy to the motor 7 and accumulates electric energy from the motor 7. That is, the motor 7 is driven by means of electric energy supplied from the battery 3 through the PDU 2, while when the vehicle reduces speed, regenerative generation is carried out by rotating the drive wheels DW, DW and engine power 6 in order to charge the battery battery 3 (energy recovery).

In addition, the PDU 2 is connected to the control unit 5, which variously controls the vehicle as a whole. A slope sensor 55 is connected to the control unit 5 for measuring the slope of the road surface on which the vehicle is driven, a vehicle speed sensor 56 for measuring the vehicle speed, an accelerator pedal position sensor 57 for measuring the degree of actuation (degree of reduction) of the accelerator pedal, the position sensor brake pedals 58 for measuring the degree of response (degree of reduction) the brake pedals and the sensor of external atmospheric pressure 59 for measuring atmospheric pressure outside It tranfer money.

The control unit 5 contains a module for determining the required driving force 81, a module for measuring the state of the battery 82 and a module for determining the position of the gear lever 83. Acceleration requirements, braking requirements, engine speed, engine speed, motor temperature, speed of the first and second the input shafts 11, 12, the rotational speed of the counter shaft 14, the vehicle speed, the switching position, the state of charge, etc. are introduced into the control unit 5 by sensors 55 and 59, which are described above, and the signal controlling the engine 6, the signal controlling the motor 7, the signals signaling the generation state, the charged state and the discharged state of the battery 3, the signals controlling the first and second switches 51, 52 gears and a reverse gear 53, and a signal controlling the engagement (blocking) and disengagement (neutral) of the locking mechanism 61 are issued from the control unit 5.

In said control unit 5, there is a Map control circuit shown in FIG. 4, which determines the permission / prohibition of various control actions based on the state of charge (SOC) of the battery 3, while, as a rule, the permission / prohibition of starting the engine, turning off idling, regeneration during deceleration, disengaging the engine, driving in EV mode and actuating the air conditioning compressor are determined based on this Map control scheme. In FIG. 4 Ο means resolution, × means prohibition, and Δ means conditional resolution.

In this control scheme, Map SOC is divided into zones such as zone C, zone B, zone A and zone D in increasing SOC, and in addition, zone A is divided into three zones, such as zone AL, zone A-M, and zone AH in increasing SOC, so the SOC is divided into six zones. Then, it is controlled in such a way that, in zone D, which is close to the maximum charge capacity, regeneration during deceleration and disengagement of the engine are allowed depending on the state, in zone B and zone C, movement in EV mode and idling shutdown are prohibited, and zone AM performs the function of the required charge capacity.

The module for determining the required driving force 81 receives the required driving force, which must be provided by the control panel 14 in accordance with the vehicle speed V measured by the vehicle speed sensor 56, the degree of actuation of the accelerator pedal, as measured by the position sensor of the accelerator pedal 57, and the degree of actuation of the brake pedal, as measured the brake pedal position sensor 58. The module for determining the required driving force 81 obtains the required driving force by using the depicted in FIG. 5 of the M switching card stored in read-only memory (ROM) (not shown) in the engine control unit (ECU) 5.

In this configuration, the control unit 5 controls the driving modes (engine drive mode, EV drive mode, hybrid electric vehicle (HEV) drive mode) of the vehicle and the positions of the gear shift lever of the transmission 20 based on the control card in FIG. 4 and switching cards M in FIG. 5.

The switching map M is set from the point of view of fuel economy in such a way that the motor 7 does not contribute to the engine 6, but only regenerates energy during the engine drive to thereby bring the vehicle into motion in the EV drive mode to the maximum extent due to the energy accumulated by regeneration . Therefore, the engine 6 does not produce a torque equal to or greater than the lower BSFC torque in states other than the state in which the throttle is fully open (WOT: large throttle opening) and in gears other than the lowest gear, which may be included. In addition, the motor 7 gets the opportunity to promote the engine 6 only in those cases when a preliminary shift is made to the lowest gear that can be engaged, or a gear that is one gear lower.

On the gearshift map M, for each position of the gearshift lever, there is an upshift line and a downshift line, which are set individually with an offset relative to the lower BSFC torque line, the lower part of which tracks the BSFC of engine 6 when following the lower BSFC torque line. Furthermore, as shown in FIG. 6, on the shift map M, there are pre-shift lines that follow the upshift line and the downshift line so as to pre-shift to the next gear level just before the upshift line and the downshift line intersect. A hysteresis is provided between the upshift line and the downshift line so as to reduce jerking when shifting gears, during which transitions between shifting states often occur.

Furthermore, as shown in FIG. 7, the upshift line, the downshift line and the pre-shift line are biased to the high torque side in cases where the motor 7 has a torque to assist and is able to assist when using the pre-shift, which is one gear lower.

In addition, the upshift line, the downshift line and the pre-shift line are shifted to the high torque side or to the low torque side in accordance with the maximum output torque of the engine 6. For example, when the external atmospheric pressure sensor 59 detects a decrease in the external atmospheric pressure in the result of driving a vehicle on hilly terrain, leading to a decrease in the maximum output torque of the engine, The gears, the downshift line and the pre-shift line are shifted to the low torque side, while the engine 6 can be used in lower gears for an extended period of time, thereby achieving the required torque. Therefore, as shown in the table in FIG. 7, the gears selected in sections a, b are changed in accordance with the positions of the gear shift lines.

In this embodiment, during normal movement, when neither the return of the battery nor the operation of the motor is limited, in cases where the vehicle is controlled by selecting an even gear (second gear level), a preliminary shift to an odd gear (first gear level) is performed which is one gear lower.

In particular, as shown in FIG. 6, when upgrading a gear from driving in a first gear to driving in a second gear, the pre-shift is made by engaging the second gear selector 52 in the second gear position, after which the second clutch 42 is actuated and the first clutch 41 is disengaged, while the driving force of the engine 6 is transmitted to the drive wheels DW, DW on the second torque transmission path. However, the engagement of the locking mechanism 61 is maintained in the first gear position.

When downshifting from driving in third gear to driving in second gear, the preliminary shift is made by engaging the second gear switch 52 into the second gear position, after which the second clutch 42 is actuated and the first clutch 41 is released the driving force of the engine 6 is transmitted to the driving wheels DW, DW on the second torque transmission path. Once this happens, the first gear shift 51 is disengaged from the third gear into the neutral position, and the lock mechanism 61 is engaged into the first gear.

At the same time, while bringing the vehicle into motion by selecting the second gear, a preliminary shift to first gear is performed. In addition, when driving in second gear, the motor 7 is able to assist in the implementation of regeneration. In addition, due to the implementation of the regeneration when making a preliminary shift to an odd gear, which is one gear lower, it becomes possible to carry out more efficient regeneration than the regeneration that occurs when making a preliminary switch to an odd gear, which is one gear higher.

In addition, when increasing the gear from driving in second gear (even gear) to driving in third gear (odd gear), the preliminary shift is made by engaging the first gear switch 51 in the third gear position, after which the first clutch 41 is actuated, and the second clutch 42 is disengaged, while the driving force of the engine 6 is transmitted to the drive wheels DW, DW on the third torque transmission path. Then, the second gear selector 52 is disengaged from the second gear to the neutral position. In addition, when downshifting a gear from driving in a second gear (even gear) to driving in a first gear (odd gear), the preliminary shift is made by engaging the lock mechanism 61 in the first gear position, after which the first clutch 41 is actuated, and the second clutch 42 is disengaged, while the driving force of the engine 6 is transmitted to the drive wheels DW, DW along the third torque transmission path. Then, the second gear selector 52 is disengaged from the second gear to the neutral position.

Furthermore, as shown in FIG. 8, in cases where the required driving force of the drive device exceeds the lower BSFC output torque of engine 6, while the vehicle is driven in even gear (fourth gear), which pre-shifts to an odd gear, which is one lower gear (third gear), the required driving force can be provided with the assistance of the motor 7 without shifting the gear to an odd gear. In cases where the reduction of the gear (the inclusion of a reduced gear) is carried out due to a further decrease in the accelerator pedal, the onset of the inertia phase can be canceled by promoting the motor 7, thereby reducing the loss of driving force. On the other hand, as shown in FIG. 9, in cases where the gear is downshifted when the vehicle is driven in even gear (fourth gear), which preliminarily switches to the odd gear, which is one gear higher (fifth gear), since the gear changes to the odd gear, which one gear lower, when shifting gears by motor 7 there is no assistance, and therefore, when shifting gears, large losses of driving force occur. In FIG. 8 and the following drawings, the designation AP means raising the pedal, Ne means the speed of the engine 6, Nm means the speed of the motor 7, C41 means the state of the first clutch 41, C42 means the state of the second clutch 42, Te means the torque of the engine 6, Tm means assist or regenerated motor torque 7, and Tds means power at the control.

Furthermore, as shown in FIG. 10B, when the motor 7 is provided with the assistance capability, a normal downshift line (KD line) is established, that is, a KD line that is offset by the assistance limit with respect to the engine driving limit. As soon as this happens, the KD line decreases with a decrease in SOC as a result of the assistance of the motor 7, and therefore, a lower gear is engaged in cases where the required driving force required by the drive unit cannot be provided, despite the fact that the accelerator pedal is lowered is permanent.

Therefore, in this embodiment, as shown in FIG. 10A, the inclusion of a reduced gear is prevented even in cases where the degree of assistance gradually decreases with decreasing SOC and a deviation (shaded area in Fig. 10A) forms from the required driving force, due to which the required driving force is realized, but it is allowed after the driver accelerates to lower the accelerator pedal as a trigger mechanism. In this case, the inclusion of a reduced gear can be carried out by the driver at the required time, without causing the driver a feeling of physical discomfort.

In FIG. 11 shows a change in state when a preliminary shift to third gear is performed and the gear is increased from motion in fourth gear, in which motor 7 operates for regeneration, to motion in fifth gear. In this case, the control unit 5 controls the motor 7 in such a way that the regenerated torque Tm of the motor 7 becomes 0 Nm before the transmission torque of the transmission 20 is switched from the second transmission path of the torque through the gear pair of the fourth gear 24 to the third transmission path torque through the gear pair of fifth gear 25 and reduces the torque Te of the engine 6 operating in the lower part of the BSFC (specific fuel consumption when testing the engine on the brake stand) to coordinate the movement her strength. Working at the bottom of the BSFC means working at a constant point at a constant speed when the lowest fuel consumption is achieved. Then, the shift position of the first gear switch 51 of the motor 7 changes from the third gear position to the fifth gear position.

Further, the control unit 5 increases the degree of engagement of the first clutch 41 at the same time as the start of the torque phase at which the on state of the second clutch 42 begins to turn off. Then, to a given degree, the driving force is coordinated based on the torque of the first clutch 41. After that, the first clutch 41 begins to be engaged, and in the inertia phase, when the engine speed decreases, the driving force is additionally matched to the remaining degree based on the ratio of the input / output speeds GRatio to complete the coordination of the driving force during gear shifting . Then, the first clutch 41 is fully engaged and the driving force of the vehicle is shifted to fifth gear.

The ratio of rotation speeds input-output GRatio means the value that is obtained when the ratio of rotation speeds of the first primary shaft 11 and the control shaft 14 is adjusted based on a given table (not shown). Therefore, the GRatio converges to a certain range based on the respective gear ratios of the positions of the gear lever, provided that the clutch is fully disengaged and changes gradually according to the degree of engagement when shifting gears, and therefore, the GRatio may be an indicator that indicates the degree of completion gear shifting.

In addition, if the vehicle is driven by selecting an even gear when the motor 7 exceeds the permissible speed (at a speed higher than the set speed), the motor 7 is in a high temperature state (at a higher temperature than the first set temperature) or the battery 3 is in a state of cryogenic temperature (at a temperature below a predetermined second temperature), an abnormal increase in the temperature of the motor 7 is prevented, and the battery returns secondary battery 3 decreases thereby to reduce the power of the motor 7. Hence, the switching is performed on the odd higher gear than the current gear is even. However, as soon as this happens, the assistance provided by the motor 7 should fall within the range of the driving force of the engine 6.

As shown in FIG. 12, when driving in second gear, in which the battery 3 is in a cryogenic temperature state and a preliminary shift is made to the third gear, which is one gear higher, in cases where the gear is reduced from second gear to first gear, the first gear switch 51 disengaged from the third gear into neutral, after which the second clutch 42 is disengaged, while the first clutch 41 is engaged in the sliding engagement with the state of incomplete engagement of the clutch, while the rotational speed of the motor 7 is consistent with the rotational speed of the engine 6 so that the rotation speeds of both the motor 7 and the engine 6 are controlled so that the rotational speed does not decrease. Then, when the first clutch clutch 41 is disengaged, the lock mechanism 61 is engaged into the first gear position, and the first clutch 41 is actuated. In this case, the shock load that would be created in other cases when the locking mechanism 61 is engaged into the first gear position when the gear is downshifted can be reduced.

Further, in FIG. 13 shows a change in state that occurs when a gear is downgraded from a state in which a fifth gear, which is one gear higher, is pre-shifted when moving in fourth gear to a third gear, which is one gear lower. Provided that the downshift line is installed on the lower BSFC torque line, with the exception of the situation in which the throttle is fully open, when the accelerator pedal is lowered, the degree of regeneration of the motor 7 gradually decreases. Upon reaching the gear down line, the degree of regeneration becomes equal to 0 Nm. At this point in time, the first clutch 41 is engaged with the slip, while the engagement of the second clutch 42 is partially released, and the position of the first gear switch 51 is changed from the fifth gear to the third gear. The engine 6 retains the power that follows the bottom line of the BSFC torque, and the first clutch 41 is fully actuated so that the excess torque is gradually absorbed by the regeneration of the motor 7 from the point in time when the inertia phase ends.

Furthermore, as shown in FIG. 14, in the event that the downshift to the third gear is engaged due to a significant increase in the aperture by the accelerator pedal when the vehicle is driven by selecting the fifth gear, the first clutch 41 begins to disengage, while the second clutch 42 begins to engage. Then, the engagement of the second clutch clutch 42 is brought into a sliding engagement state, while the rotation speed of the engine 6 is increased in the inertia phase with a single shift to fourth gear. Then, after the first clutch 41 is disengaged from the sliding gear state, the position of the first gear switch 51 is changed from the fifth gear shift position to the third gear shift position. Thereafter, the engagement of the second clutch clutch 42 is released, and by gearing the first clutch 41, the gear is reduced to third gear. The duration of the inertia phase is determined on the basis of whether the gear for lowering the gear is the gear of the fourth gear, which is one gear lower, or the gear of the third gear, which is two gears lower.

Below with reference to FIG. 15 describes the odd gear pre-shift control of the present invention.

First, in step S1, it is determined whether the SOC and the temperature of the battery are limited. Then, in the case of “Yes” in step S1, that is, if the return of the battery is not limited, the process proceeds to step S2, in which it is determined whether the gear in which the vehicle is driven is even gear. In the case of “No” in step S2, that is, if the gear in which the vehicle is driven is an odd gear, the process ends. In the case of “Yes” in step S2, that is, if the gear in which the vehicle is driven is an even gear, the process proceeds to step S3, in which it is determined whether it is possible to pre-shift to an odd gear that is one gear lower . In particular, a comparison is made of the desired gear with a speed limit of the motor 7, and it is determined whether the gears are shifted. Then, in the case of “Yes” in step 3, that is, if it is determined that a preliminary shift is possible, in step S4, it is determined whether the preliminary shift to an odd gear has been made, which is one gear lower. If the pre-switch has already been completed, the process ends. If it is determined that the pre-shift has not yet been performed, the pre-shift to an odd gear is performed, which is one gear lower than the gear in which the vehicle is currently driven in step S4.

In addition, in the case of “No” in step S3, that is, if a pre-shift to an odd gear that is one gear lower is not possible, at step S6, it is determined whether a pre-shift to an odd gear that is one gear higher is possible. In particular, it is determined whether the gears are shifted. Then, in the case of “Yes” in step S6, that is, if a preliminary shift is possible, it is determined in step S7 whether the preliminary shift to an odd gear, which is one gear higher, has been made. If it is determined that the pre-switch has already been completed, the process ends. If it is determined that the pre-shift has not yet been performed, in step S8, the pre-shift to the odd gear is performed, which is one gear higher.

On the other hand, in the case of “No” in step S1, that is, if the return of the battery 3 is limited, the flow proceeds to step S9, in which it is determined whether the gear in which the vehicle is driven is even gear. In the case of “Yes” in step S9, that is, if the gear in which the vehicle is driven is an even gear, the process proceeds to step S6 described above, in which it is determined whether a preliminary shift to an odd gear is possible, which one gear above.

In addition, in the case of “No” in step S9, that is, if the gear in which the vehicle is driven is an odd gear, the flow proceeds to step S10, in which it is determined whether the engaged gear is the highest gear and is stopped vehicle. In the case of “Yes” in step S10, a preliminary shift to the first gear is performed (step S11), and in the case of “No”, the process ends.

Thus, as described above, in accordance with the drive system of the hybrid vehicle 1 of this embodiment, even in a configuration in which the power of the motor 7 is transmitted to the control shaft 14 only through the gear pair of the third gear 23 or the gear pair of the fifth gear 25, which are provided on the first input shaft 11, in cases where the vehicle is driven by selecting an even gear, by means of the locking mechanism 61 or the first gear switch 51, I pre-switch on the odd-numbered gears, which is even lower than the transmission, so good mobility can be provided with the assistance of the motor 7, and can be implemented in a more efficient regeneration.

The present invention is not limited to the above embodiment, and may be modified or improved as necessary.

For example, in the drive system of the vehicle 1, the odd gear gears are located on the first input shaft 11, which is the dual-clutch drive shaft of the transmission, to which the motor 7 is connected, and the even gear gears are located on the second intermediate shaft 16, which is the drive shaft, with which motor 7 does not connect. However, the present invention is not limited to this. The gears of even gears can be located on the first input shaft 11, which is the drive shaft with which the motor 7 is connected, and the gears of the odd gears can be located on the second intermediate shaft 16, which is the drive shaft, with which the motor 7 is not connected.

Odd gears, in addition to the planetary gear mechanism 30, which performs the function of the leading gear of the first gear, the gear pair of the third gear 23 and the gear pair of the fifth gear 25, gear pairs of the seventh, ninth, ... gears can be provided, and as even gears in addition to gear pairs of the second gear 22 and gear pair of the fourth gear 24 may include gear pairs of the sixth, eighth, ... gears.

Although the first common driven gear 23b, which in most cases engages with the second gear drive gear 22a and the third gear drive gear 23a, and the second common driven gear 24b, which in most cases engages the fourth gear drive gear 24a and the drive gear fifth gears 25a are provided as driven gears that are mounted on the camshaft 14, this invention is not limited to this. A plurality of driven shafts may be provided, which are adapted to individually engage the pinion gears. Furthermore, although the planetary gear mechanism 30 is described as a first gear drive gear, the present invention is not limited to this, and therefore, as with the third gear drive gear 23a, etc., a first gear drive gear may be provided. .

For example, another drive system 1A shown in FIG. 16 differs from drive system 1 in that the sixth pinion gear 96 and the seventh gear pair 97 are provided in the transmission 20A in addition to the planetary gear mechanism 30 and the second to fifth gear pairs 22-25. The drive system 1A is described below, with particular attention paid to differences from the drive system 1 described above.

The drive gear of the seventh gear 97a is provided between the drive gear of the third gear 23a and the drive gear of the fifth gear 25a on the first input shaft 11 so as to rotate relative to the first input shaft 11. In addition, the first gear selector 51A is provided between the drive gear of the third gear 23a and the drive the gear of the seventh gear 97a in order to connect the first input shaft 11 with the pinion gear of the third gear 23a or with the pinion gear of the seventh gear 97a or to disconnect the first input shaft 11 from the pinion gear, and a third gear switch 51B is provided between the pinion gear of the seventh gear 97a and the pinion gear of the fifth gear 25a so as to connect the first input shaft 11 to the pinion of the fifth gear 25a or to disconnect the first input shaft from the pinion. Then, when the first gear shift switch 51A is engaged to the third gear position, the first input shaft 11 and the drive gear of the third gear 23a are connected to each other so as to rotate together. When the first gear shift switch 51A is engaged into the seventh gear position, the first input shaft 11 and the seventh gear drive gear rotate together. When the first gear selector 51A is in the neutral position, the first input shaft 11 rotates relative to the pinion gear of the third gear 23a and the pinion gear of the seventh gear 97a. In addition, when the third gear switch 51B is engaged into the fifth gear position, the first input shaft 11 and the fifth gear drive gear 25a are connected to each other so as to rotate together, and when the third gear switch 51B is in the neutral position, the first the input shaft 11 rotates relative to the fifth gear drive gear 25a.

The pinion gear of the sixth gear 96a is provided between the pinion gear of the second gear 22a and the pinion gear of the fourth gear 24a on the second intermediate shaft 16 so as to rotate relative to the second intermediate shaft 16. In addition, a second gear switch 52A is provided between the pinion gear of the second gear 22a and the pinion the gear of the sixth gear 96a in order to connect the second intermediate shaft 16 with the drive gear of the second gear 24a or to disconnect the intermediate shaft from the drive gear, and the fourth reklyuchatel gear 52B is provided between the sixth speed drive gear 96a and the fourth speed drive gear 24a so as to connect the second intermediate shaft 16 with a pinion gear 24a or the fourth gear to disconnect the intermediate shaft from the pinion. Then, when the second gear switch 52A is engaged to the second gear position, the second intermediate shaft 16 and the second gear drive gear 22a are rotated together, and when the second gear switch 52A is engaged to the sixth gear position, the second intermediate shaft 16 and the drive gear of the sixth gear 96a rotate together. Furthermore, when the second gear selector 52A is in the neutral position, the second countershaft 16 rotates relative to the pinion gear of the second gear 22a and the pinion gear of the sixth gear 96a. Furthermore, when the fourth gear shift switch 52B is engaged into the fourth gear position, the second countershaft 16 and the fourth gear drive gear 24a are connected to each other so as to rotate together. When the fourth gear selector 52B is in the neutral position, the second countershaft 16 rotates with respect to the pinion gear of the fourth gear 24a.

The third common driven gear 96b is set integrally on the camshaft 14 between the first common driven gear 23b and the second common driven gear 24b. In this case, the third common driven gear 96b engages with the drive gear of the seventh gear 97a, which is provided on the first input shaft 11, so as to constitute a gear pair of the seventh gear 97 together with the drive gear of the seventh gear 97a, and engages with the drive gear of the sixth gear 96a, which is provided on the second intermediate shaft 16 so as to constitute a gear pair of the sixth gear 26 together with the pinion gear of the sixth gear 96a.

In this case, the movement in the sixth gear may be carried out by engaging the second clutch clutch 42, while the second gear switch 52A is engaged into the gear position of the sixth gear, and the movement in the seventh gear may be carried out by the engagement of the first clutch 41, in this, the first gear shift switch 51A is engaged to the seventh gear position, in which case the motor 7 is given the opportunity to assist or charge the battery.

List of Reference Items

1, 1A - vehicle drive system;

2 - control unit;

3 - rechargeable battery (battery pack);

6 - engine (internal combustion engine);

7 - motor (electric motor);

11 - the first input shaft (first drive shaft);

12 - the second input shaft (second drive shaft);

14 - the control shaft (driven shaft);

16 - second intermediate shaft;

20, 20A - transmission;

22 - gear pair of the second gear;

23 - gear pair of the third gear;

24 - gear pair of the fourth gear;

25 - gear pair of the fifth gear;

30 - planetary gear mechanism;

41 — first clutch (first engagement / disengaging assembly);

42 - second clutch (second gearing / disengaging unit);

51 - the first gear selector (first synchronization unit);

52 - second gear selector (second synchronization unit);

61 - locking mechanism (first synchronization block).

Claims (10)

1. The drive system of a hybrid vehicle, comprising:
internal combustion engine;
electric motor;
a battery pack that supplies electrical energy to the electric motor; and
transmission mechanism containing
a first drive shaft that connects to an electric motor and which selectively connects to an internal combustion engine through a first engagement / disengage assembly,
a second drive shaft that selectively connects to the internal combustion engine through a second engagement / disengaging assembly,
a first gear shift mechanism that is configured to adjust a plurality of first gear levels on a torque transmission path between the first drive shaft and the driven part,
a second gear shift mechanism, which is configured to adjust a plurality of second gear levels on the torque transmission path between the second drive shaft and the driven part,
a first synchronization unit that switches the first gear shift mechanism to select any one of the first gear levels, and
a second synchronization unit that switches the second gear shift mechanism so as to select any of the levels of the second gear,
however, in cases where the vehicle is driven by selecting a predetermined second gear level by the second synchronization unit, preliminary switching to a first gear level which is lower than a predetermined second gear level is performed by the first synchronization unit,
moreover, on the switching map there is an upshift line and a downshift line, which are set individually with an offset relative to the lower line of torque specific fuel consumption when testing the engine on the brake stand (BSFC), the lower part of which tracks the BSFC of the internal combustion engine for each transmission level, this, the transmission upshift line and the gearshift line each separately - have a pre-shift line for making a preliminary shift to the next gear level just before the intersection of the upshift and downshifts. 2. The system according to claim 1, in which, if the electric motor exceeds the permissible speed, the electric motor is in a high temperature state, or the battery is in a cryogenic temperature state, in cases where the vehicle is set in motion by selecting a predetermined level the second transmission by the second synchronization unit, and preliminary switching to the level of the first transmission, which is higher than the predetermined level of the second transmission, is carried out by the first synchronization unit. 3. The system according to claim 2, in which, if the battery is in a state of cryogenic temperature, when the gear is reduced from a given level of the second gear, the first gearing / disengaging unit is introduced into the sliding gearing to coordinate the rotation speed of the electric motor with the rotation speed of the internal motor combustion, after which, when the first engagement / disengagement unit is disengaged, the level of the first gear, which is one gear lower, is selected by the first synchronization unit, after which the first th gearing / disengaging unit. 4. The system according to claim 1, in which, in cases where the vehicle is driven by selecting a predetermined first gear level by the first synchronization unit, if the gear is reduced to the first gear level, which is two gears lower, due to a significant increase the holes with the accelerator pedal, both the first meshing / disengaging unit and the second being actuated by introducing both of these components into the sliding meshing, the first gear shift mechanism is constantly shifted I’m from a given level of the first gear to the level of the first gear, which is two gears lower, through the level of the second gear, which is one gear lower, in its inertia phase. 5. The system of claim 1, wherein the shift map shifts the upshift line, the downshift line, and the pre-shift line to the high torque side in accordance with the torque of the electric motor that is available to assist. 6. The system of claim 1, wherein the shift map shifts the upshift line, the downshift line, and the pre-shift line to the high torque side or the low torque side in accordance with the maximum output torque of the internal combustion engine. 7. The system according to claim 1, in which the preliminary switching to the level of the first gear, which is one gear below the level of the second gear, using the synchronization unit is carried out by
holding the first gear level, which is one gear lower, while increasing the gear by a predetermined second gear level from the first gear level, which is one gear lower, and
the inclusion of the level of the first gear, which is one gear lower, when the gear is reduced to a predetermined level of the second gear from the level of the first gear, which is one gear higher. 8. The system according to claim 1, in which if the power on the output shaft of the internal combustion engine exceeds the lower torque line BSFC of the internal combustion engine,
in cases where a preliminary shift is made to the level of the first gear, which is one gear lower than the specified level of the second gear, or when the downshift is activated to an extremely low gear, the electric motor assists, and
in cases where preliminary switching is not carried out, the promotion of an electric motor is prohibited. 9. The system according to claim 1, in which if the preliminary shift to the first gear level is carried out by the first gear shift mechanism, in cases where the vehicle is driven by selecting a predetermined second gear level, the power that is transmitted to the engine internal combustion through the second gearing / disengaging unit, can be absorbed by regeneration of the electric motor. 10. The system according to claim 1, in which the shift line of the shift map is set at the level of the bottom line of the BSFC torque, with the exception of the state in which the throttle is fully open, and when the vehicle is propelled by selecting a predetermined second gear level in those cases when the reduction of the gear to the level of the first gear, which is one gear lower, is due to the increase in the hole by the accelerator pedal from the state in which the level of the first gear, which is one I’ll ride higher, it’s pre-installed, the internal combustion engine maintains power on the output shaft along the bottom line of the BSFC torque, gear shifting is carried out in cases when the electric motor torque becomes 0 Nm, and the excess torque is absorbed by the regeneration of the electric motor from the moment of time, when the inertia phase ends.

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